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2010 International Conference on Computing, Control and Industrial Engineering

Study on Energy-saving Control Strategy of Idling Stop System for City Bus
Daxing Huang

Ren He

Jiangsu Province Key Laboratory of Automotive


Engineering, Jiangsu University
Zhenjiang , China
e-mail: huangdaxing2007@163.com

Jiangsu Province Key Laboratory of Automotive


Engineering, Jiangsu University
Zhenjiang , China
e-mail: heren1962@126.com

AbstractFuel economy of city bus is poor, because the urban


traffic is congested, the city bus is constantly in the idle
condition resulting in fuel consumption is increasing. In order
to improve the vehicle fuel economy and protect environment,
the energy consumption characteristics of city bus are
analyzed, and the energy consumption model is established.
The energy-saving mechanism of the idling stop system is
studies and proposed the ways of energy-saving that engine
stop/start; carrying out regenerative braking. The control
strategies of various energy-saving ways have been studied,
which are verified using hardware-in-the-loop simulation
(HLS) platform. The test results show that fuel economy of
city bus with idling stop system increased about 10% for a
variety of test cycles.

II.

WORK MECHANISM OF IDLING STOP SYSTEM

Figure 1 shows the configuration of the Idling Stop


System (ISS) for city bus. The ISS consists of the engine
Electronic Control Unit (engine ECU), idling stop control
unit, regenerative braking system, Belt integrated Started
Generator (BSG), DC-DC converter, battery systems, and
sensors etc.

Keywords-idling stop; energy-saving; control strategy;


regenerative braking

I.

INTRODUCTION

With the rapid development of urban economies, In


urban, because urban traffic congestion is worsen, start-up
and parking of vehicles is very frequent for city bus, the
engine keeps running even when the vehicle is kept
standstill, idle conditions with the resulting 0% efficiency.
Furthermore, most of the power generated by friction during
braking and idle consumed. In order to raise the efficiency
and fuel economy, automobile manufacturing companies are
trying to improve the engine design for reducing fuel
consumption, to optimize the engine control system to
improve the automatic transmission, and so on. At the same
time, they are making efforts to develop such low pollution
vehicles as hybrid vehicle, fuel cell vehicle, and electric
vehicle. However, up to now, the bottle-neck has been that
the cost for purchasing such vehicles is extremely higher
than that for conventional vehicles. In order to break the
bottle-neck, the development of the new green and lowcost vehicle is an important issue for the automobile industry.
The idling stop system is that the engine of a bus is
turned off because the bus is parked, or is at red light, or is
stopped because of traffic congestion. The system is
effective for not only saving fuel, but also for protecting
environment with less cost and with immediate return. The
idling stop system has been developed that automatically
stops and restarts a vehicles engine when the vehicle is
stopped in order to cut back energy waste. Furthermore, the
vehicles carry out regenerative braking during braking and
idle.
978-0-7695-4026-9/10 $26.00 2010 IEEE
DOI 10.1109/CCIE.2010.62

Figure 1: Structure of idling stop system for city bus


The idling stop system stops engine idling automatically
when the vehicle is stopped, even when the shift lever is
kept in the D-range. It automatically re-starts the engine as
soon as the driver releases the brake to get the vehicle
moving again.
The BSG is installed directly in the engine crankshaft
output, BSG rotor is connected to the crankshaft, which
replaced the flywheel, the starter and generator belonging to
the conventional vehicles.
When the engine needs restart, the BSG is used as the
starter. One of the characteristics of the ISS is the same startup function of BSG is used for the normal starting of the
engine to restart an engine that has been stopped
automatically. When the vehicle braked or decelerated, the
BSG is used as the generator, which recovery the brake
energy through the regenerative braking system.
Three 12 V valve-regulated absorbent glass mat leadacid batteries were connected on series to produce a 36V
nominal bus; this plays an important role in the idling stop
system. The battery system supplies electric power to
auxiliary equipment while engine idling is stopped, and
supplies electric power to the BSG when the engine is

212

restarted. The battery also receives regenerative power


generated by the BSG during deceleration.
When SOC (state of charge) of the battery is low, the
lithium-ion battery can be charged by DC-DC converter.
The DC-DC converter was implemented to step down the 36
V to 12 V to power the vehicle accessories. These sensors in
the system are used to obtain the work conditions of vehicles.
III.

ENGINE STOP/START

A. Fuel Consumption in Idle Condition


The engine is in idle condition when vehicle stopped and
is in the brake process of deceleration. The fuel consumption
in idle condition accounts for about 15%~30% of the total
fuel consumption for city bus.
Fuel consumption is constant when the engine is in idle
condition; the whole fuel consumption of the vehicle
depends on the idle time. The mathematical calculation of
Fuel consumption in idle condition is as follows:

Tidle

0) | ( dv / dt  0) & ( Pwheel  0)

(v

(1)
(2)

T id le

Q id le

Tidle

q i d le d t

(3)

and t is the vehicle idling time in s, v is the

Where
vehicle speed in m / s , dv / dt is the acceleration of the
vehicle in m / s , f is the rolling resistance coefficient, Pwheel is
Q
the wheel power in w a, idle is the total fuel consumption
q
at idling in L . idle is the fuel consumption at idling in L .

Figure 2: Control strategy of engine stop/start

IV.

REGENERATIVE BRAKING

A. Work Mechanism of Regenerative Braking


In order to reduce the speed of the vehicle, the brakes
have to convert the kinetic energy stored in the vehicle to
heat energy. The system transports the power required to
force the frictional surfaces of the braking system together
form the pedal to the individual brake units at each wheel.
This is usually done when a conventional vehicle uses the
frictional brake system to convert the kinetic energy into
heat energy that is dissipated into atmosphere. The heat
energy is consumed, which results in reducing the energy
efficiency of vehicles.
The vehicle with idling stop system has regenerative
braking function. When a vehicle brakes, the kinetic energy
of the vehicle can be converted into electric energy and
stored in the batteries. In regenerative braking system,
braking power is usually converted into electrical power by
BSG. The capability of the electric motor in absorbing
braking energy usually depends on the motor speed. Then
BSG works as a generation, which stored the regenerative
braking energy. At the same time the braking force will be
created.
In urban driving, without considering the slope of road,
the energy consumed in braking can be calculated by
integrating the negative power by the driving time, that is:

B. Control Strategy of Engine Stop/Start


The new vehicle with the idling stop system simple
improves based on the conventional vehicle, which the
starting performance should be guaranteed not to change or
superior to the conventional. When the vehicle meet the
condition of engine stop/start (Fig.2), the engine will be shut
down by the idling stop system, at the same time the fuel
supply system stop working. The function of starting the
engine is achieved by the BSG. When the vehicle need restart, the engine and vehicle start can be achieved only
through operating the brake pedal without other additional
mechanical power.

ma Gf 

213

Cw u A u v 2
21.15

(4)

abrake
Pbrake

braking force distribution control strategy. The distribution


of hydraulic braking force is shown in Figure 4.

Cw u A u v 2
)/m
21.15
C u A u v2
(ma  Gf  w
) u va
21.15
(Gf 

(5)
(6)

Ebrake

brake

dt

(7)
Where m is the vehicle mass in kg, v and va is the vehicle
speed in m / s , a is the acceleration of the vehicle
in m / s and abrake is the deceleration of the vehicle in m / s , f is
the rolling resistance coefficient, Pbrake is the braking power in
w and E is the braking energy in w , C is the aerodynamic
drag coefficient. A is the front area of the vehicle.
The total energy of regenerative braking utilizing BSG
that is:
2

brake

Figure 4: Braking force distribution control


The pressure regulator device of the control system
consists of high-speed switching valve and accumulator. The
high-speed switching valves are controlled by PWM (pulsewidth modulation) to obtain the effective switching time,
which achieve the different hydraulic pressure of the front
and rear axle. Accumulator 2 can store the hydraulic energy
to provide the pressure source and improve the response
speed when the braking strength is small.
The front and rear braking force ratio of electrical complex braking system is obtained according to the electrical
demand and the ideal braking force curve.
When the braking force is supplied by the electric motor
alone, that is:

Ere _ brake

(U

BSG _ brake

u I BSG _ brake )dt

(8)

Where U BSG _ brake is the input voltage of BSG when the

vehicle brakes in v ; I BSG _ brake is the input current of BSG


E
when the vehicle brake in A ; re _ brake is the energy of the
regenerative braking in w .
B. Control Strategy of the Regenerative Braking
According to the different distribution modes of brake
force, the regenerative braking system can be divided into
the parallel regenerative braking system and the series
regenerative braking system, this paper discusses the latter
for city bus, the distribution strategy is shown in Figure 3
from the literature [5].

Df

0, Dr

Df

1, Dr

(9)
When the braking force is supplied by the hydraulic
system alone, that is:

(10)
When the front braking force is supplied by the electric
motor, while the rear braking force is also involved by the
hydraulic system, that is:

Df

0, Dr

(11)

Bc 0
(12)
When the front axle brake by motor and hydraulic
system is done together, that is:
Df
Where

Df

Bc
, Dr
B

(13)

is the duty cycle of the high-speed switching

valve of the front axle pipe, Dr is the duty cycle of the


high-speed switching valve of the rear axle pipe, B is the
braking force distribution ratio of the front and the rear of
the hydraulic braking system , B c is the front and rear
braking force ratio of electrical complex braking system.
In urban driving, in order to not only ensure brake
stability but also to achieve the purposes of the maximum
braking energy recovery, the braking force on the front axle
should be supplied by the electric motor alone based on the

Figure 3: Series mode of braking forces distribution


1) the Distribution Control Strategy of Braking Force
Hydraulic braking system is the main components of
regenerative braking system, In the regenerative braking
process, In order to achieve the maximum energy recovery
and ensure the braking stability, the hydraulic brake
subsystem of regenerative braking system can adjust the
distribution of braking force of the front and rear axle
automatically according to the electrical and mechanical
214

ideal braking force distribution curve, which is come from


the literature [6].
2) Control Strategy of the Best Braking Energy
Recovery
From the literature [7] we can come that the brake
intensity of city bus is small brake intensity. The primary
objective of regenerative braking system is that it can
maximize energy recovery using the control strategy is
shown in Figure 5 from the literature [6].

demonstration of HLS testing system. TABLE 1 shows the


parameters of the driveline for city bus.

0.8

0.8

Figure 7: HLS testing platform


TABLE 1: PARAMETERS OF THE DRIVELINE FOR CITY BUS

vehicle mass, kg
Fbf electric
Fbf electric
Fbf electric

aerodynamic drag
coefficient
front area of the
vehicle , m2
rolling resistance
coefficient
engine type:
YC6112ZLQ

Fbf  hydraulic
Fbf electric

Figure 5: Demonstration of the best braking energy


recovery control strategy
3) Control Strategy of Regenerative Braking System
Based on the Driver Model for City Bus
In regenerative braking system, the motor braking force
and the mechanical braking force of the drive wheel are
calculated according to driver demand, and in order to
maintain vehicle brake stability, the front and rear wheel
braking force are also calculated, which determine the ratio
of front and rear wheel braking force and the ratio of the
motor braking force and the mechanical braking force. The
maximum brake energy recovery is produced by the braking
torque of driver demand and motor actually based on the
two above-mentioned ratios. The control strategy of
regenerative braking system is shown in Figure 6.

BSG:
(permanent-magnet
brushless DC motor)
transmission gear
final drive gear
wheel radius, m

7830
0.6
6.15
0.01
177KW
(2500 r/min)
682N.m
(1900 r/min)
10kW
(2500 r/min)
127 N.m
(1500 r/min)
5.32;3.00;
1.63;1.00;0.74
5.571
0.571

A. Test Cycles
Test cycles are used for homologation runs to determine
fuel consumption for new vehicles. To compare theses
cycles, average speed Vcyc and percentage of idling time tidle
are given in table 2.

Figure 6: Control strategy of regenerative braking system


based on the driver model
V.

EXPERIMENTAL STUDY

This paper introduces the energy-saving effect of a city


bus with idling stop system based on HLS (Hardware-in-theLoop Simulation) testing platform. Figure 7 shows the

215

(a) CYC_MANHATTAN

Figure 9: Percentage of Three test cycles by idling stop


2) Regenerative Braking
The control strategy is the series mode of braking forces
distribution and the best braking energy recovery control
strategy used the above-mentioned from 4.2. Supposed the
distribution of the front and rear wheel braking energy is 3:
7. Namely, the brake energy of the rear is about 70% (the
front friction braking energy can not be recycled), the
average efficiency of energy delivery is 80% from the rear
axle, gearbox, motor to battery. Table 3 shows the potential
of regenerative braking system in three cycles. The
percentage of recovery energy is about 10%.

(b) CYC_ECE

TABLE 3: COMPARISON OF REGENERATIVE BRAKING

Fuel consumption
(L/100Km)
Manhattan
ECE
WVUCITY
VI.

TABLE 2: CHARACTERISTICS OF TEST CYCLES

Manhattan
ECE
WVUCITY

average speed
Vcyc,km/h
10.98
18.26
13.59

model

64.31
33.59
46.53

58.83
30.21
42.06

CONCLUSION

The city bus with idling stop system demonstrates


apprecible fuel consumption saving of between 12% and 20
% using engine stop/start and rgenerative braking. Idling
stop system meets the requirements of the saving energy
and protecting environment.
Work continues investigating engine start-up
performance, assessing the impact of the control strategy on
component sizing and lifetime.

(c) CYC_WVUCITY
Figure 8: Three test cycles

Test Cycle

conventional

Percentage of
idling time tidle,s

REFERENCES

35.9%
32.8%
30.3%

[1]
[2]

B. Simulation Results and Discussion


1)Engine Stop/Start
From Table 2 shows that the percentage of idling
time is up to 30%. Considering of mechanical efficiency
and road resistance factors, the idling stop test does based
on the HLS testing platform. The potential energy and
therefore fuel savings compared to the total energy are
given in Figure 9. CYC_Manhattan and CYC_WVUCITY
for US, the potential is about 5%, in the middle European
city cycle, nearly 10% fuel consumption could be reached
by idle stop.

[3]
[4]
[5]

[6]

[7]

216

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